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We've already seen the 2012 Toyota Prius. In fact, we've seen it twice. The Prius liftback that silently glided into the Car Tech Garage this week doesn't differ very much from thethat we reviewed just a few weeks ago, which itself hadn't changed dramatically since the that we reviewed a few years ago.
However, the 2012 Toyota Prius Plug-in is no ordinary Prius. Before slapping on the "Plug-in" badge, Toyota bumped up the size of the Prius' battery pack for increased range under pure electric power, added the capability to recharge that bigger battery by plugging the hybrid into any 120-volt outlet, and reprogrammed the EV driving mode to take advantage of the new electric-only range.
But in a world where thegets 40 miles of emissions-free driving per charge, how much of a difference can the Plug-in Prius' measly 13 miles of electric range really make at the pump? As it turns out, quite a bit.
Plug it in, plug it in
The whole reason that you pay the extra dough for the Prius Plug-in is, well, to plug it in occasionally to gain a few extra miles of electric driving. The 2012 Plug-in's battery pack is larger than that of the standard Prius, but it's also more advanced. The new battery is a 4.4kWh lithium ion array, while the standard model has a 1.3kWh nickel metal hydride battery pack. You can fully charge that battery pack with a 3-hour charge from any 120-volt outlet. If you can find a public, standard 240-volt SAE J1772 charging station or have one installed in your home, that charge time drops to 1.5 hours.
Toyota's press materials claim that you can squeeze 15 miles of electric driving out of a full charge, the Plug-in's own trip computer estimated 12.8 miles, and the EPA reckons you'll only get 11. Your EV range should fall somewhere between those numbers. The Plug-in defaults to a full-electric operating mode when its battery is fully or partially charged. Even in EV mode, you may notice the gasoline engine fire up every once and again to, for example, warm the heater core. However, once the EV range drops below 1 mile, the gasoline engine will kick in in earnest and the vehicle will begin to behave like a regular Prius liftback.
All in all, the Prius only outputs a maximum 134 hp from its Hybrid Synergy Drive power train. When under EV mode, the 80 hp (60kW) electric motor handles motivation duty. When needed, another 98 ponies are provided by the 1.8-liter Atkinson-cycle gasoline engine. (And before you point out that those numbers don't add up, we know and so does Toyota. Gasoline and electric motors output power at different rates, and combining their power isn't as simple as adding A to B.) That's not a huge amount of total power going through the Plug-in's eCVT and to the front wheels, so it's no surprise that the Prius doesn't snap the neck, even in its Power Mode. However with some combination of 105 pound-feet of torque from the gasoline engine and 153 pound-feet from the electric motor (Toyota doesn't seem to publish a combined torque number), the Prius isn't particularly slow off of the line either.
If you can tear your eyes away from the plethora of displays and meters reporting back your instantaneous fuel economy and crank up the JBL Green Edge stereo to overcome the obnoxious noise made by the gasoline engine when it inevitably pops on -- it sounds more like a large vacuum cleaner than an internal combustion engine -- then the Prius is not a bad ride. It goes, stops, and corners in a perfectly acceptable manner. Even with only 80 hp available in EV mode, the Plug-in doesn't feel obnoxiously slow off the line on level ground. Sure, there's a bit of lag between a pedal press and the continuously variable transmission allowing the gasoline engine to wind up and supply power, but the electric motor is always there to fill that critical moment between needing power and getting it, so I'm not complaining.
The last Prius we tested rounded out our testing cycle at about 47 mpg. The Prius Plug-in's trip computer read 60 mpg when I turned the keys over to my fellow Car Tech editors at the end of the week. Nightly recharging likely helped with that fuel economy bump, but I'm sure that with more careful trip planning and use of public charging stations, one could get even more mileage out of every gallon of burned gas. The EPA reckons that you can get up to 95 miles per gallon equivalent (mpge) for the first 11 miles of electric range, after which the gasoline engine causes the economy to drop to 50 mpg combined.